By Michael N. Ciampo

Although most apparatus have lights that shine down on the ground to show firefighters where the actual base or pad of the jack or tormentor will go, there will be times when the light is burnt out or its position has changed because of road vibration and loosening of the light’s components, which then provides the wrong location.

1 The six-foot hook placed into position and sitting off the road bed to help the chauffeur spot the outrigger placement. (Photo by John Simpson.)

In addition, on some apparatus these lights are mounted onto a sturdy surface, and a firefighter may climb up onto the apparatus and use the light as a stepping surface, knocking it out of the proper position. With some apparatus, the lights are mounted underneath the running boards or compartments. They have been known to be knocked out of place when the apparatus comes in contact with an object; some have even been bent and sheared off the rig. With all these possible scenarios, there is a little trick of the trade that firefighters can use to assist them in knowing where the outrigger will land.

2 A close-up photo of the hook’s head placed between the hinge pin and locking pin. (Photo by John Simpson.)

Using a Six-Foot Hook

The six-foot hook is one of the most common tools firefighters take off ladder company apparatus and into a fire. It makes perfect sense that the tool would be in close proximity to where they exit the crew cab. Since the tool is so close and easily accessible, firefighters can use it for another duty prior to even reaching the structure. A firefighter can place the hook’s head or butt end up against the apparatus (at a predetermined point, depending on the specific apparatus) to judge the outrigger’s placement. This would be a very beneficial thing for a member to do if the chauffeur was having a hard time looking in the opposite side mirror trying to spot the light mark on the ground from his seat. Plus, if an obstacle such as a curb is in question and the light is almost or partially hitting the mark, the hook may eliminate the guesswork and provide the answer if the obstacle is free from being struck.

3 A firefighter measuring the outrigger placement off a Seagrave Aerialscope. (Photo by John Ciampo.)

Some instructors teach with certain apparatus that a firefighter can stand an arm’s length away from the apparatus and then extend his other arm or stand with both arms outstretched to determine where the outrigger will most likely end up being. It seems logical for some, but when we look at the physical makeup of each firefighter, we clearly can see we all have different lengths of reach. Another method often seen is a firefighter grabbing one of those large jack pads and twisting it back and forth a few

By Michael N. Ciampo

Although most apparatus have lights that shine down on the ground to show firefighters where the actual base or pad of the jack or tormentor will go, there will be times when the light is burnt out or its position has changed because of road vibration and loosening of the light’s components, which then provides the wrong location.

1 The six-foot hook placed into position and sitting off the road bed to help the chauffeur spot the outrigger placement. (Photo by John Simpson.)

In addition, on some apparatus these lights are mounted onto a sturdy surface, and a firefighter may climb up onto the apparatus and use the light as a stepping surface, knocking it out of the proper position. With some apparatus, the lights are mounted underneath the running boards or compartments. They have been known to be knocked out of place when the apparatus comes in contact with an object; some have even been bent and sheared off the rig. With all these possible scenarios, there is a little trick of the trade that firefighters can use to assist them in knowing where the outrigger will land.

2 A close-up photo of the hook’s head placed between the hinge pin and locking pin. (Photo by John Simpson.)

Using a Six-Foot Hook

The six-foot hook is one of the most common tools firefighters take off ladder company apparatus and into a fire. It makes perfect sense that the tool would be in close proximity to where they exit the crew cab. Since the tool is so close and easily accessible, firefighters can use it for another duty prior to even reaching the structure. A firefighter can place the hook’s head or butt end up against the apparatus (at a predetermined point, depending on the specific apparatus) to judge the outrigger’s placement. This would be a very beneficial thing for a member to do if the chauffeur was having a hard time looking in the opposite side mirror trying to spot the light mark on the ground from his seat. Plus, if an obstacle such as a curb is in question and the light is almost or partially hitting the mark, the hook may eliminate the guesswork and provide the answer if the obstacle is free from being struck.

3 A firefighter measuring the outrigger placement off a Seagrave Aerialscope. (Photo by John Ciampo.)

Some instructors teach with certain apparatus that a firefighter can stand an arm’s length away from the apparatus and then extend his other arm or stand with both arms outstretched to determine where the outrigger will most likely end up being. It seems logical for some, but when we look at the physical makeup of each firefighter, we clearly can see we all have different lengths of reach. Another method often seen is a firefighter grabbing one of those large jack pads and twisting it back and forth a few

By Michael N. Ciampo

Although most apparatus have lights that shine down on the ground to show firefighters where the actual base or pad of the jack or tormentor will go, there will be times when the light is burnt out or its position has changed because of road vibration and loosening of the light’s components, which then provides the wrong location.

1 The six-foot hook placed into position and sitting off the road bed to help the chauffeur spot the outrigger placement. (Photo by John Simpson.)

In addition, on some apparatus these lights are mounted onto a sturdy surface, and a firefighter may climb up onto the apparatus and use the light as a stepping surface, knocking it out of the proper position. With some apparatus, the lights are mounted underneath the running boards or compartments. They have been known to be knocked out of place when the apparatus comes in contact with an object; some have even been bent and sheared off the rig. With all these possible scenarios, there is a little trick of the trade that firefighters can use to assist them in knowing where the outrigger will land.

2 A close-up photo of the hook’s head placed between the hinge pin and locking pin. (Photo by John Simpson.)

Using a Six-Foot Hook

The six-foot hook is one of the most common tools firefighters take off ladder company apparatus and into a fire. It makes perfect sense that the tool would be in close proximity to where they exit the crew cab. Since the tool is so close and easily accessible, firefighters can use it for another duty prior to even reaching the structure. A firefighter can place the hook’s head or butt end up against the apparatus (at a predetermined point, depending on the specific apparatus) to judge the outrigger’s placement. This would be a very beneficial thing for a member to do if the chauffeur was having a hard time looking in the opposite side mirror trying to spot the light mark on the ground from his seat. Plus, if an obstacle such as a curb is in question and the light is almost or partially hitting the mark, the hook may eliminate the guesswork and provide the answer if the obstacle is free from being struck.

3 A firefighter measuring the outrigger placement off a Seagrave Aerialscope. (Photo by John Ciampo.)

Some instructors teach with certain apparatus that a firefighter can stand an arm’s length away from the apparatus and then extend his other arm or stand with both arms outstretched to determine where the outrigger will most likely end up being. It seems logical for some, but when we look at the physical makeup of each firefighter, we clearly can see we all have different lengths of reach. Another method often seen is a firefighter grabbing one of those large jack pads and twisting it

Richard Marinucci

Fire departments exist for the purpose of responding to emergencies.

They are expected to arrive safely with the right amount of resources to take care of the problem. Even one slip up can cause an organization unnecessary challenges, so departments must be prepared to ensure reliability to the greatest extent possible. This would apply particularly to fire apparatus, as emergency breakdowns and extensive out-of-service time diminish reliability.

In many ways, modern apparatus have become simple to operate. Almost anyone with minimal instruction can get in a cab, push a few buttons, and be off. Once on the scene, a pump operator can push a few more buttons to engage the pump and have water flowing. Advances in technology can provide a false sense of security and lead to issues if those responsible don’t prepare. Everyone must consider this preparation a responsibility. Reliability is the responsibility of the entire organization, not just the fire engine drivers (drivers, pump operators, or whatever terminology you use), fleet managers, and mechanics.

Although apparatus may be simpler to operate in many ways, this in no way implies that the entire vehicle is not made up of a very complex set of components. While today’s apparatus arguably are very reliable, it is always possible that one of the components may fail. Because of the components’ complexity, departments need an expert in this area for repairs. The days of a backyard mechanic looking at a part and making a repair are gone. Special knowledge and tools are required.

Keeping Apparatus in Service

There are many things an organization can do to improve reliability and keep the vehicles in service. This requires a comprehensive approach to maintenance of all components and their interdependency. Of most importance is preventive maintenance. There is the old saying that “you can pay me now or pay me later.” Not only is the “pay me later” part more expensive, it is most often more time-consuming, increasing out-of-service time. Also realize that it does not take a significant malfunction to force an apparatus out of service. Any failure of a vital component will make the vehicle unusable.

Organizations serious about their approach to improving reliability and performance begin with the initial purchase of any piece of apparatus. The purpose of this brief article is not to get into great detail on specification writing. But, one piece of advice would be to make sure that whoever is assigned the task of writing specs has the talent, the capability, and the experience. This might involve hiring a consultant with credentials commensurate with the task at hand. Often organizations without the necessary expertise take on this important task without the prerequisite knowledge. Starting off with the right apparatus, including specifying components that will minimize breakdowns and considering methods that assist with ease of maintenance, will get departments on the right path. Individuals with the experience to help an organization set the stage that will lead to reliability.

Component Training

New apparatus delivery is an exciting time for most departments, as it should be. But, the bells and whistles and nice shine of the vehicle should not detract from the important task of learning as much as possible about the vehicle’s components and their required maintenance. While it is important to obtain all the owner’s manuals that coincide with the various components of the apparatus, bear i